Air-brake-instruction chart and apparatus.



Patanted Dec. '4, |900.

P. LFY & H. C. ETTINGR. AIR BRAKE INSTRUCTION CHART AND APPARATUS.

(Application med aan. 1s, 1900 7 Sheets-Sheet I.

(No Model.)

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No. 663,236. Patented Dec. 4, |900.

' P. LOFY & H. C. ETTINGER.

AIR BRAKE INSTRUCTION CHART ANDAPPARATUS.

(Application led Jan. 18, 1900.) (no nodal.) 7 sneefs-sheet 2,

WWA/55555. TNVENTURIE [637@ /ETERLf-g HARHgC/TT/NER. I

gg ATTE/ No. 003,230. Patented neg. 4, |900.

A P. LOFY e. H. c. ETTIN'GEB. AIR BRAKE INSTRUCTION CHART AND APPARATUS,

(Application inea nn. 1s, 1000.) (No Modal.) 7 Sheets-sheet 3.

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Ptenfed Dec: A 4, |900.

P. LUFY & HL C. ETTINGER.

AIR BRAKE INSTRUCTION CHART AND'APPAFIATUSl 7 Sheetsf-Sheet 4.

(Application filed Jan. 1B, 1 900.) (No Model.)

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\ TH von u c No. 663,236. Patented Dec. 4, |900.

P. LUFY & H. C. ETTINGER.

AIR BRAKE INSTRUCTION CHART AND APPARATUS'.

(Application led Jan. 18, 1900.)V

(No'ldodel.) 7'Sheets-Sheat 5.

. ,V Y l `2A WWA/55555 l NVENTU R5 /ETERLUFg/'f/AR/Qg CEV/MEER M ELJATTQNo. 663,236. Patented Dec. 4, |900. P. LOFY &. H. C. ETTINGER. AIB BRAKEINSTRUCTIDN EHART AND APPARATUS,

. (Application filed. Jan. 18, 1900A (No Model.)

A. l T wa 7 Sheets-Sheet 6,

[lill/[lll W/TNE55E5 ZA/VENTURE QA@ PETER LDFL/ WQHARRL/EETT/weaPatented nec. 4, |900;

P..|.oFY & H. c. ETTINGER, AIB BRAKE I-NSTBUCTION CHART AND APPARATUS,

(Application tiled .Tam 18; 1900;)

(No Model.)

VV TN 55555 ZA/VE N TDR5 pETL-TR LDFL/ FQHARRL/EETT/NGER 'gq-ATTL/UNITED STATES PATENT OEEIcE.

PETER LOFY AND HARRY C. ETTINGER, OF SPRINGFIELD, ILLINOIS;

AIR-BRAKE-lNsTRUCTIoN CHART AND APPARATUS.

SPECIFICATION forming part of Letters ieatnt No. 663,236, dated Decembef4, ieoo.

Application filed January 18, 1900. Serial No. 1,863. (No modell) To @tuwhom it may concern,.- l

Be it known that we, PETER LOFY and HARRY C. ETTINGER, citizens of theUnited States, residing at Springeld, in the county of Sangamon andState of Illinois, have in- Aou r said invention.

Our invention relates to a system of instruction for railway-engineersand trainmen in the use of the quick-action automatic brake andappurtenances as applied and used on freighttrains.

In the drawings we have shown and We will hereinafter describe oursystem of instruction as applied to the quick-action air-brake system ofthe Westinghouse Air-Brake Company. It may, however, in its essentialfeatures be applied to other systems of air-brakes without materialdeparture from our invenltion.

In the drawings We have for convenience -in illustration and tofacilitate instruction shown all the essential features of the airhrakesystem grouped in coperative relation to each other. i

The purposes of our invention are t exhibit in their proper relation allthe essential features of an air-brake system and in connectiontherewith to exhibit movable parts which will clearly show to thestudent the changes of position of the valve mechanism and other partswhich occur in practice during the use of the air-brake system and toshow at a glance the results which follow from ditferent movements oftheengineers brakevalve handle.

With these general ends in view our invention consists, broadlyspeaking, ofA a chart in which all the essential elements of an airbrakesystem are grouped as described; and it also consists in movable partson the face of the chart, which may be moved to show vari-` ouspositions of the engineers brake-valve handle, the different degrees ofair-pressure, the movement of the valve mechanism of the air-pump, themovements of the piston and valve mechanism of the engineers brake andments of the piston, the slide-valve, the emergencypiston,and thecheck-valve of the qu ick`v action triple-valve, and in connection withthe movable parts on the face of the chart other movable parts on theback of the plate on which the chart is mounted which are so constructedand arranged and are connected with the engineers brake-valve handle insuch manner as to produce timely movement of the movable parts on theface of the chart in response to the movement of the engineersbrake-valve handle.

With these ends in view our invention consists in the novel grouping ofrepresentations of the various parts of an air-brake system `and thenovel Construction and arrangement of parts shown in the annexeddrawings, to which reference is hereby made, and hereinafter described,and pointed ont in the claims.

Referring to the drawings, Figure l is a front elevation of the completeapparatus. Fig. 2 is a rear elevation of theA mechanism operating thetriple-valve slides, t-he pressuregage needle, and the sliderepresenting the equalizing-valve, the parts being shown in the relativepositions which they occupy when the engineers brake-valve handle is setat full release. Figs. 3 and 4 are rear elevations of the samemechanism, showing the same parts in the relative positions which theyoccupy when the engineer-s brake-Valve handleis set at service andemergency, respectively. Fig. 5 is an enlarged sectional viewof thetriple valve and shows in place thereon `the movable parts representingthe valve mechanism of the quick-action triple valve. Fig. 5u is abottom plan view of the slide-valve B2 of the triple valve and shows thelocation of the ports therein. Figs. 6, 7, and S are enlarged sectionalviews of the engineers brake-valve, showing the valve set in thepositions of full release, running, and emergency,7 respectively. Fig. 9is an enlarged rear elevation of the parts connected to and cooperatingwith the slidable parts on the front of the chart which serve toillustrate the valve mechanism of the air-pump. Fig. 10 is an enlargedsectional view of the feed-valve.

Similar letters of reference designate like parts in all of the views.

ctlnalizing llischargc valve, and the movel In the drawings on the faceof the chart we IOO have shown, partly in elevation and partly i invertical longitudinal section, the essential parts of the air-brakesystem, viz: the airpump DX and its governor D7, the engineers brake andequalizing discharge valveA and appurtenances, the brake-valve reservoirG, the feed-valve H, the signal-valve lM, the signal-reducing valve K,the main air-reservoir E, the conductors valve N', the cardischargevalve N, the quick-action triple valve B and appurtenances, theauxiliary reservoir F, the brake-cylinder F', and the system of pipesconnecting these several parts.

Ve have shown duplex air-gage C of the well-known pattern whichsimultaneously indicates the pressure in the mainreservoir and thepressure in the train-pipe.

In the chart as published the courses of the air-currents will beindicated bydiferent colors. For example, the pipe extending from thebrake and equalizingA discharge Valve to the triple valve in connectionwith the auxiliary reservoir willbe indicated in blue. The mainreservoir, the pipe extending from the air-pump to the main reservoir,and the pipes connecting the main reservoir with the engineer-s valve,the pressure-gage, the pump-governor, and the signal-reducing valve, andalso the connection between the engineer-s Valve and the feed-valve willbe colored red, and in like manner other colors will be used to indicatethe connection between other parts of the apparatus. As it is impossibleto show these colors, we will in the drawings indicate the severalcolors by symbols, as follows: red, by an arrow terminated by a circle;blue, by an arrow termi` nated by a circle and crossed bya transverseline; brown, by an arrow terminated by a square; yellow, by au arrowterminated by an "X; green, by an arrow terminated by a circle andcrossed by an X, and black, by an arrow terminated by a square andcrossed by an X.

We have indicated by numerals 1, 2, 3, 4, and 5 on the face of the chartthe several stages of movement of the engineers brake-valve handle,respectively designating full release, ruuning, lap, service, andemergency," whichindicate the various conditions under which the brakesystem operates. These terms will be hereinafter defined and explained.

The chart proper is mounted on a sheet of metal H22 or other suitablematerial. The moving parts of the apparatus are mounted on said plate incooperative relation to each other,-as hereinafter described, and thewhole apparatus and chart areinelosed in a suitable frame Y, as shown.

On the face of the chart as published are inscribed the names of theseveral parts in order that the student may have the proper nomenclatureconstantly before him and may readily fix it in his mind; 'but for thepurpose of this description the parts will be indicated in the drawingsby reference-letters,

inasmuch as the small scale on which the drawings must be made precludesdesignating all of these parts by name.

Two moving parts overlie the sectional View of the engineers brake andequalizing discharge valve-viz., the disk or rotary valve A' and theequalizing-piston A3. The disk A is secured to a pin a, which turns onthe plate on which the chart is mounted and is connected with themechanism on the back of the plate, as hereinafter described. The diskA' is painted black or some other distinguishing color and has paintedthereon in a contrasting color the ways a' a2 a3 a4 and the ports d5 anda6. (See Fig. 6.) The equalizing-piston A3 has vertical movement withinthe limits of the chamber A2. The other ports and ways of the engineersvalve A are indicated by reference-letters, as follows, Viz: a7,preliminary exhaust-port; a8, emergency exhaust-port; a9, waycommunicating with the train brake-pipe; am, the equalizing-port; au,the feed-port; a, the preliminary exhaust-port; (L13, a way connectingwith brakevalve reservoir; a, train-pipe exhaust, and 01,15 a portcommunicating with the returnpipe in connection with the main reservoirand the pipe connecting the valve with the Overlying 'the representationof the quickaction automatic triple valve B (see Fig. are ahorizontally-slidable plate B', representing the piston of the triplevalve, a horizontally-slidable plate B2; representing'the graduatingslide-valve of the triple valve, a vertically slidable plate B3,representing the emergencypiston, and-a vertically-slidable plate B4,representing the checkvalve. These parts have coperative connection withthe disk A' through the mechanism on the back of the plate on which thechart is mounted,the details of which will be hereinafter explained.

Overlying the representation of the pressu re-gage C are two needles,one of which, C', is black and the other, O2, of some contrasting color,such as red. The red needle Czis stationary and indicates on the dialninety pounds pressure, which is assumed to be the normal pressure inthe main air-reservoir. The other needle is mounted to oscillate and isactuated by mechanism on the back of the plate and indicates differentdegrees of pressure, according to the conditions under which the airsystem is operated.

The needle C' has operative connection with the disk A through mechanismon the back of the plate, which will be hereinafter described. y

Overlying the representation of the airpump D are slidab'le platesrepresenting the following-named parts, viz: the air-piston D, thesteam-piston D', astem d, connecting the pistons D and D', the reversingslide-valve D2, the main steam-valve D3, and the reversing-piston D4.-These plates are connected with suitable guide-plates on the back of theIOO IIO

plate on which the'chart is mounted, as hereditions under which thesystem is operated.

inafter explained.

In order that the uses and operation of our chart and apparatus may heclearly understood, it is necessary to describe brieiiy the Westinghouseimproved quick-action automatic brake'in connection with which our chartand apparatus are usable in giving instruction as to the operation andmaintenance of said brake system.` i

The Westinghouse improved quick-actio automatic airbrake consists of thefollowing essential parts: first, the pump DX, which furnishes thecompressed air; second, the main reservoir E,.in which the compressedair is stored; third, the engineers brake and equalizing discharge valveA, which regulates the flow of air from the main reservoir into thehrakepipe for releasing the brake and from the main train or brake pipet0 the atmosphere for applying the brake; fourth, the main train orbrake pipe A4, which leads from the engineers brake and equalizingdischarge valve and thence along the train, supplying the apparatus oneach vehicle with air; fifth, the auxiliary reservoir F, which takes asupply of air from the main reservoir through the brake-pipe and storesit for use brake-levers in such manner that when the piston is forcedout by air-pressure the brakes are applied; seventh, the improvedquick-action automatic triple valve B, which is suitably connected tothe main train-pipe, auxiliary reservoir, and brake-cylinder and isoperated by the variation ot' pressure in the train brake-pipe so as toadmit air from the auxiliary reservoir and under certain conditions fromthe train-pipe to the brake-cylinder, which applies the brakes, at thesame time cutting oli" communication from the brake-pipe to theauxiliary reservoir, to restore the supply from the train-pipe totheauxiliary reservoir, at the same time letting the air in thebrakecylinder escape, which releases the brake; eighth, theconplings,(not shown,) which are attached to flexible hose and connectthe train-pipe from one vehicle to another; ninth, the airgage C of theduplex pattern, which shows simultaneously the pressure in the mainreservoir and the trainpipe, and, tenth, the pump-governor D7,whichregulates the supply of steam to the pump DX, stopping it when themaximum air-pressure desired has been accumulated in the trainbrake-pipe and reservoir. All of these parts and other auxiliary partsare illustrated in continuity on the face of the chart.'

There are two distinct 'methods of applyingtheair-brake, viz.: (al)gradually for slow ing the train or for station stopping and (b) rapidlyin cases of emergency. There are likewise different applications of theair for the ordinary release of the brakes, for the quick release ofthebrakes, and for the adaptation of the air-service to the varying con-The mere placing of the operating-handle d16 of the engineersbrake-valve in the proper one of a number of dil-ferent positionsaccomplishes any one of these results which is desired. The differentapplications of air resulting from different movements of the han dle ofthe engineers valve will now be described.

The term full release designates such application of the air as isnecessary for the quick release of all of the brakes. When the handle amof the engineer-s valve is set at full release, as sli-own in Fig. 6,the air from the main reservoir E l'lows at the full pressure of themain reservoir, which is assumed to be ninety pounds, through the pipeE', thence through the port Q15, the ways as, a', and a9 to theequalizing-cham berA2, thence through the main train-or brake pipe A4 tothe triple valve B, where it acts against and moves the piston B' to theright to the position indicated in dotted linesin Fig. 5, therebyuncovering the port b. The air then passes at the same pressure throughthe port b,thence downward behind the piston B into the chamber bw,occupied by the slide-valve B2,whence it passes into the auxiliaryreservoir F, charging it to the same pressure as that in the mainreservoir and in the train-pipe. In this position air is also suppliedat the same pressure through the ways c3, a4, and @L12 to the chamber A2above the equalizing-piston A3, and passing thence through the ports a13charges the equaliZing-reservoir Gand passes at the same pressurethrough the pipe G' to the chamber of the gage C, which supplies the airoperating the needle C. Air also flows at the same pressure from thepipe E' through the pipe E2 to the chamber of the gage C, which operatesthe needle C2. Under this condition both needles of the gage indicateninety-pounds pressure. This pressure is, however, greater than can beadvantageonsly used in the train-pipe service and is employed,primarily` for charging the reservoirs F and G. This pressure isafterward reduced in the equalizing-reservoir G and the train-pipe byservice application of the air, as hereinafter explained. Vhen thehandle am is set at full release, the port o45, the ways a3 and a', theport a9, and the trainpipe A4 are in communication. At the same time theports a9, a5, am, and @13 and the chamber A2 are in com muuication andthe ways a3, d4, and (L42 and the chamber A2 are in communication. Atthis stage air at the mainreservoir pressure enters the chamber A2through the ports d10 and 0,12 and acts equally upon the entire uppersurface of the piston A3. When the handle am is at full release, air atthe main-reservoir pressure passes through the ports a, di, and as tothe atmosphere. 'lhe port uis much smaller than the other ports, and theair rushing through it to the atmosphere produces a hissing or wl1istling sound,wliich serves asa warning-signal IOO IIO

to keep before the engineer the fact that the brake-valve handle remainsin the position of full release. If the brake-valve handle remains toolong in this position, the trainpip'e and auxiliary reservoir will beover-v charged, thus causing needless waste of air. The warning-signalcautions the engineer to' watch the gage C and turn the handle 0,16 backto running as soon as the gage indicates Ithe desired air-pressure inthe auxiliary reservoir and train pipe. After the desired pressure inthe auxiliary reservoir and trainpipe is attained it may under ordinaryconditions be maintained by leaving the handle (116 in the position ofrunning, which permits a reduced quantity of air, sufficient tocompensate for leakage, to flow through the port a5, the ways d2 and0.4, and the ports L11 and d10 to the chamber A2, and also through theways a", @11, and a9 to the train-pipe A4, and also through the ways(L11 and @12 to the feedvalve H, the equaliZing-reservoir G, and theygage C. The train brake-pipe A4 and the reservoirs F and G being chargedto the desired pressure-say seventy pounds-the handle d16 is moved toposition 2, running. (See Fig. 7.) This closes the way d and airpressurepasses through the port d5 and the ways a2 and a4 to the port C411 andthence to the feed-valve H (see Fig. 10) and continues to How under thesupply-valve hin the chamber H until the pressure of air on the pis.-ton H2 exceeds the resistance-say seventy poundsof the spring H4, whenthe piston H2 and its attachments are forced downward and thesupply-valve h closes until the pressure in the train-pipe has beenreduced below seventy pounds, when the valve h is again automaticallypushed open by the piston H2 rising under the action of the spring H4,thereby admitting air through the chamber H5, restoring train-pipepressure to seventy pounds. The equalizing-port a1@ is now incommunicationthrough the ports 0.9 and L15 with the chamber A2,maintaining therein the train-pipe pressure of seventy pounds. Thehandle L16 remains in this position so long as there is no occasion toapply or to release the brakes. The spring H4 is adjustable by means ofa nut H6 to regulate the action of the valve. When the handle of thevalve is in position 3, (lap,) as indicated in dotted lines in Fig. 8,all of the ports of the valve are blank and no airis admittedtherethrough. In practice this position is taken only after serviceapplication of the air. When the handle 61,16 of the valve is in therfourth position, (service,) the ports 01,12, a3,

to the atmosphere through the port a and the exhaust connection w12. Thedesired initial reduction of pressure in the chamber A2 being made, thehandle of the valve is moved backwardto position 3. When the handle isin this position, air will continue to How from the exhaust-fitting @18until the pressure in the train brake-pipe has been reduced to that inthe chamber A2. At this stage the piston A3 is automatically forced toits seat by the preponderance of pressure acting on its upper. surface.

During service application of the air the pressure against the front ofthe piston B' is reduced to the same extent as the pressure in the trainbrake-pipe A4; but the pressure in the auxiliary reservoir F is greaterthan the pressure on the front end of the piston B and acts against therear end of the piston to move it forward (to the left) sufticiently toengage with the right-hand end of the slide B2 and cause it to open theport h2 and permit air to pass from the reservoir F through the ports h2and h2 and through the pipe F2 into the brake-cylinder F', where it actsagainst the piston F2 and presses it outward, thereby moving thepush-rod F4 so as to apply the brake.

In order to release the brakes after service application, the handle0.16 should be turned backward to full release. This movement permitsthe main-reservoir pressure to How directly to the brake-pipe and thenceto the y triple valve, as already explained, and to act against thefront end of the piston B', causing it to move inward and engage withand move the slide-valve B2 inward into such position that the port h inthe slide-valve B2 is in registry with both of the ports h2 and h3, sothat air from the brake-cylinder F may escape to the atmosphere throughthe pipe F2 and the ports b2, b', and b3 and allow the spring (notshown) surrounding the pushbar Within the piston to react andretract thepush-bar F4, thereby releasing the brake.

To apply the brakes to their fullest extent in an emergency, the handle0.16 is moved to the position shown in Fig. 8, which opens the ports aand 0.12, so that there is a rapid escape of air from the train-pipe A4and the chamber A2 through the ports a4, a3, d', and as to theatmosphere. The rapid escape of air from the train-pipe causes a suddenreduction of pressure in front of the piston B in the triple valve B. Atthis stage the excessive pressure in the reservoir F acts against theinner end of the piston B to move the piston quickly outward to its fulllimit, with its outer end abutting against and compressing thegraduating-spring B5. As the `piston B moves outward it engages with andmoves the slide-valve B2 to the position shown in Fig. 5, in whichposition the port h4, communicating with the auxiliary reservoir F, isin registry with the port 197 opening into the chamber B6, bs openinginto the pipe F2,

. which communicates with the brake-cylinder F. The port h6 in theslide-valve in commu- TOO IIO

nication with the auxiliary reservoir F is in registry wit h the port.h2 comin unieating with the pipe F2 and permits air to pass from theauxiliary reservoir F directly into the brakecylinder F'. A disk valve7910, connected by a stem b2 with the piston B2,lseats on a seat 511 onthe n nder side of a diaphragm 7912, separating the chambers B6 and B7.A checkvalve B4 seats on a seatb12 in the chamber B7. '[he chamber B7communicates with the chamber B6 through a port. b14.

When the ports B1, B2, B2, and B4are in the relative positions shown inFig. 5, the valve b1() has been pushed downward by air t'roin thereservoir F entering through the ports 791 and 727 and acting againstthe upper surface ot the piston B3, thereby permitting the air in thechamber B7 above the check-valve B4 to pass through the ports 7114 and73S into the pipe F2 and thence to the brake-cylinder F'. Simultaneouslywith the reduction of the airpressure in the chamber B2, as described,the accumulated air in the train-pipe A4 rushes a t approximatelytrain-pipe pressure into the cham ber B7 and thence to thebrake-cylinder, supplementing and increasing the pressure therein, so asto cause quick application of the brake at the maximum airpressure. Whenthe pressure in the train-pipe A4 becomes sutlciently reduced by theescape of air through the ports u2, a4, 0,', and c2 in the brake-valveA, the spring H17 (see Fig. 2) reacts to move the check-valve B4downward and cause it to seat on its seat 7912. At this stage of theoperation the spring B reacts and pushes the piston inward sufiicientlyto close the port b2, whereupon air from the pipe F2 acts against theunder side of the piston 722 and raises it sufficiently to cause thedisk valve 7710 to seat on its seat 7911. The train- `pipe A4 is thenrecharged in the same manner that it was originally charged, andwhen thepressure in the train-pipe is restored to an amount. in excess ot' that.in the auxiliary reservoir F air tiows from Vthe pipe through the port72 into the reservoir F and recharges the reservoir.

ln the herein-described apparatus the plate B2, representing theemergencypiston, is caused to move upward simultaneously Wit-h the plateB4, representing the check-valve, by the reaction of the upper member ofthe spring H11in engagement. with the pin 7117011 the back of the plateB2, and in the apparatus this movement of the plates represents theactual movements of the emergency-piston and the check-valve of aquick-action tri ple-valve, suoli as is commonly used in connection withair-brakes. The pin ay of the disk A extends through the plate H22. Aslotted plate H24is secured to and turns with the pin r1. A hell-cranklever H25 is supported and turns on a pin h2 on the plate H22 and has atone end a roulette, which travels in the eccentric slot in the plateH24. A short shaft (l2 extends through the plate H22. 'lhe needle C issecured to one end ot the shaft and a cog-pinion O4 is secured to theother end of the shaft, and the shattturns in the plate. A guide-plateHG is secured to the plate H22 and the rack H5 slides therein. The rodH27 is connected at one end with the bell-crank lever H25 and has nearits other extremity cogteeth 715, which mesh with the teeth in thepinion C4. When the handle L16 is in the position ot' full release. theneedle C2 points to 90 on the gage. It then the handle @16 be moved tothe left to runningf the plate H24 will he turned to t-he lett to thesame extent, there-hy operating the bell-crank H25 and moving the rodH2T sufficiently to cause the rack 71,5 to turn the pinion C4sufiiciently to cause the needle C to point to 70 on the gage. A pin don the disk A projects through and travels in a segmental slot 77. iuthe plate H22. A roulette L21 turns on the piu L20 and Works in the forkof the bell-crank lever H23, which turns on a pin 7L on the plate H22. Abell-cran k lever H26 turns on apin h4 and is connected with thebell-crank H23 bya rod 717. A downwardly-extending rod H18 is pivotallyconnected With the bell-crank H23 and has on one edge a lug 71.12. Thelower part ot' the rod H12 slides in a box-shaped guide H20 on the plateH22. A spring H21, suitably connected with the plate H22, acts against apawl pivoted onthe slide H20,and the pawl bears against the rod H12. Thespring H21 and the pawl serve to press the rod H12 to the right. Nearthe lowerextrernity ot' the rod H18 is a stop 7122, which engages withthe upper end of the guide H20 and serves to limit the downward movementof the rod. A pin e112 on the back of the piston-slide A3 projectsthrough and travelsin a slot in the plate H22. A lever H12is fulcrumedon a pin 7119 and has at one extremity a lughw, with which the lug 7112on the rod H18 engages. Near the other extremity of the lever is a slotH22, in which the pin p19 tits loosely. When the handle (L16 is set atfull release the rod H1S descends and the lug k12 engages with the lu g712 on the lever H12, depressing that end ofthe lever and raising theother end, thereby raising the slide A3 to the position which the pistonoccupies in the equalizing-chamber When the engineers brakeha-ndle is atfull release. The same movement of the brake-handle operates thebellcrank H and by means of the rod H27 the rack 7t25, and the pinion C4turns the needle C to the zero-point on the gage.

A plate H8 is suitably secured on the plate H22 and is recessed or cutaway to accommodate the parts of the mechanism, as hereinafterexplained.

A slide B2 is suitably connected with the slide B', representing thepiston of the triple valve and is slidable in the slot 71,s in the plateH2. Each movement of the slide B8 produces corresponding movement of theslide B'. A pin 7916, secured to the plate B2, representing theslide-valve, projects through suitable slots in the plates H22 and H2.Alever H2 has its Fulcrum h6 on the plate H2 and its lower TOO IOS

IIO

.of the rod H11 is a collar h11.

end is connected with the slide B8 and its upper end is connected withthe rod H10, which. is p ivotally connected with the bell-crank H80. Arod H11 is pivotally connected with one extremityof the slide B8 andtravels in a guide h9 on the plate H8. Near the outer extremity A coiledspring 77,10 surrounds the rod between the gnideh9 and the collar h11,which is compressed when the slide B is moved to the right and whichreacts to move the slide to the left.

Near one extremity of the rod H10is a slot k7, which permits limitedmovement of the rod without moving the lever H8. AV latch H18 ispivot-ally connected with the plate H8 and has in its upper edge a notch77.15 .in which the pin 1910 engages. A spring h14 is connected with theplate H8 and acts against the lower edge of the latch H18 to move thelatch upward and keep it in contact with the pin 518. A lever H18 isfulcrumed on the plate H8 in such position that the lug 1915 on theslide B8 will engage with the upper end of the lever. A lever H14 isfnlcrumed on the plate H8 and has at one extremity a lng with which theextremity of the right-hand member ofl the lever H18 engages to turndownward the right-hand end of the lever H14.

An arm H15 is pivotally connected with the plate H8. A rod H10 connectsthe free end of the arm H15 with the left-hand end of the lever H14. Apin Z717 on the plate B8, representing the emergency-piston, extendsthrough and travels in a slot in the plate H8. A pin 1918, secured'tothe plate B4, representing the checkvalve, projects through and travelsin a suitable slot inthe plate H88. A double spring H17 is suitablyconnected with the plate H8, and the upper member of the spring actsupwardly against the pin Z317 and its lower member acts downwardlyagainst t-he pin Z218.

When the handle ct11is set at full release, the parts occupy therelative position shown in Fig. 2, the slide B8 being at the fulllefthand limit of its throw, t-he pin 1910 being on top of the latchH13, the spring H17 being relaxed, the pin Z917 being at the upper limitof its movement, and the pin Z718 being at the lower limit of itsmovement.

When the lever d10 is set at running, the.

parts occupy the position shown in Fig. 3, the slide B8 having beenmoved to the right sufficiently to permit the pin Z910 to engage in thenotch 7115 of the latch H18. This .slight movement ot' the slide B8moves the plate B' on the face of the chart to the left sufficiently toclose the port b, (clearly shown in Fig. 5,) that being the positionwhich the triple-valve piston occupies when the engineer-s brakehandleis set at running. When the handle d10 is set at lap, there is no changein the position of the parts now being described, except that the valveB8 has moved to the right sufficiently to close the port 58 ofthegraduating-valve. (See Fig. 5.)

In setting the handle d10 at service the slide B is moved to the left anadditional distance sufficient to cause the shoulder on thc su'cient toturn the needle C so as to indicate on the gage the degree of reductionin pressure resulting in service application of the air.

When the handle @15 set at emergency, the parts occupy the relativeposition shown in Fig. 4, in which the slide B8 is thrown to the rightto its full limit. The lug Z915 on the slide B8 has engaged with thelever H18 and turned the right-hand end of thc lever downward, which inlike manner has engaged with and turned downward the right-hand end ofthe lev'er H14, which in turn has engaged with and pushed downward thepin 517, thereby moving downward the slide B8 on the face of the chartrepresent-ing the emergency-piston, and the left-hand end of the leverH14, in connection with the arm H15, has caused the arm to engage withand raise the pin 1918, thereby raising the slide B4, representing thecheckvalve on the face of the chart. The same movement of the handle0.10 has caused the rod H18 to move downward and the lng h18 thereon toengage with the lug 7180 and move upward the right-hand end of the leverH19. This upward movement of the lever H10 produces ycorrespondingupward movement of the slide A8, representing the piston in theequalizing-chamber A8. The lug h18 having passed the lug h80, the leverH10, acted against by the spring h84, returns immediately to its initialposition.

When the handle d10 is lpushed back to full release, the plate H84operates the bell-crank H85 and the rack and pinion to return the needleC to its initial position. The forked bell-crank H83 operates to raisethe rod H18 and permit' the spring h84 to restore the lever H19 to itsinitial position and, acting by means Iof the rod H87 and the bell-crankH80, brings the rod H10 to its initial position, which per- -mitsmovement of the upper end of the lever H9 in the slot k7. The springsh10 and H17 then react to restore the parts B1, B8, B8, and B4 to theirinitial positions.

The air-piston D and the steam-piston D are connected by the rod d. -Inthe stem d is a longitudinal channeld in which the stein d8 slides. Theknob d8 on the stem cl serves as a handle by which the stem d andconnected parts may be movednp or down to illustrate the movements ofthe steam-piston and the air-piston. At the upper part of the stem d8 isa slide' D8, integral with the stem, representing the slide-valveregulating the supply of steam to the steam-cylinder. At the lowerextremity of the stem d8 is a knob d4, with which a cross-piece d5 atthe upper extremity of the stem d engages to move the stem d8 downwardto such extent as may be necessary for the valve D8 to close the portsICO IIO

supplying steam to the cylinder above the piston Dl and open the portssupplying steam below the piston, so as to reverse the motion of thepiston. The piston is thus reciprocated by the alternate admission ofsteam above and below the piston. The downward movement of the piston Dcompresses the air under the piston and forces it out through the portsC17 into the pipe E3, through which it is conveyed tothe mainair-reservoir E. Upward movement of the piston D in like mannercompresses the air above the piston and forces it out through the upperport di into the pipe E3. The slideAD2 represents the reversingslide-valve. The slide D3 represents the main steam-valve, whichcontrols the admission of steam to the steam-piston of the pump and itsexhaust through suitable ports,which are alternately opened and closedby the valve B3 and the reversing-piston D4. A bracket-shaped slide D5(see Fig. 9) is connected with the stem d by bolts d8, which passthrough and slide in a slot di in the plate H22. A guide-plate D6 issecured to the plate H22 and has near its extremities lugs d10, whichlimit the upward and downward movement of the slide D5 and serve tosteady the motion of the slide.

The pump-governor D7 is connected with the pipe E by a pipe E2. Thegovernor-valve D7 is similar in general construction to the equalizi ngdischarge-valve al ready described. Excessive pressure in the valveD7acts against the spring in the valve to close the throttle D8,supplying steam to the steam-cylinder of the 4air-pump, thereby stoppingthe pump until the air-pressure is reduced by serviceapplication or byleakage below the normal pressure. When this occurs, the spring. D9reacts to open the throttle and admit steam to the cylinder and againstart the air-pu mp.

rlhe signal-reducing valve K is connected with the main reservoir E by apipe K. rIhe valve K is similar in construct-ion to the equalizingdischarge-valve H. The' signalvalve M is connected with the valve K by apipe my. A whistle M' is connected with the signal-valve M by a pipe m'.The train-signal pipe m2 communicates with the pipe m. The cardischarge-valve N is connected with the pipe m2 by a pipen. Alevern' ismounted on top of the valve N and is operated by the cord N2, passingthrough the cars of the train onwhich the brake is used. A piston withinthe valve is pressed upward against its seat by a spring, and its stemextends upward in contact with the lower extremity of the lever In'.Movement ot' the lever n either to the right or to the lett depressesthe piston and permits air to escape to the atmosphere through a portinthe valve N. This produces a reduction of pressure in the pipe m2, whichcorrespondingly reduces the pressure above the diaphragm M2, whereuponthe excessive airpressure under the diaphragm raises the diaphragm andcauses it to open a valve communicating with the pipe M', and

thereby admit. air into the pipe m, by which it is conveyed to thewhistle, where it prod uces noise which apprises i he engineer of thereduction in air-pressure. lt' the pressure in the main reservoir Ebecomes excessive, it acts against the spring in the valve K to open thevalve and pass therethrough to the signal-valve M, where it acts uponthe diaphragm and causes the sounding of the whistle, as alreadydescribed.

The movable parts such as the disk A', the slides B B2 B3, bc-injuxtaposition to the representations of the various mechanisms of anair-brake, as shown in the drawings and hereinbetore described, are notthemselves in operative relation to the mechanism represented on theface ofthe chart, but serve only to simulate and give oculardemonstrations oft-he movements of the corresponding operative parts ofthe several mechanisms.

Having fully described our invention, what we claim as new, and desireto secure by Letters Patent, is-

l. In a chart and apparatus of the class described, the combination of achart embodying representations of a number of different mechanisms ofan air-brake system shown in operative relation to each other, movableparts on said chart representing like movable parts of the mechanismsrepresented and connecting devices operatively connecting said movableparts; all cooperating to show in timely succession the interdependentmovements of the cooperating parts of the several mechanismsrepresented, as set forth.

2. In a chart and apparatus of the class described, the combination of achartembodying a representation ot' a quick-action triple valve,superimposed movable parts representing corresponding parts of a triplevalve, means operatively connecting said movable parts and means formoving said superimposed movable parts in simulation lof the movementsof the corresponding parts of a triple valve, as set forth.

3. In a chart and apparatus of the class described, the combination of achart embodying a representation of an engineers brakevalve andrepresentations of other mechanisms of an air-brake system shown incoperative relation to the engineer-s brake-valve, a disk havingrepresentations of ways and ports and oscillative on the representationof the engineers brake-valve, movable parts superimposed on therepresentations of the other mechanisms shown in cooperative relationtothe engineers brake-valve, and means operatively connecting saidmovable parts with said oscillative disk, substantially as set forth.

4. In a chart and apparat-us of the class described, the combination ofa representation of an engineers brake-valve, an oscillative disk and aslidable plate in juxtaposition to said representation of an engineersbrakevalve, and means operatively connecting said plate with said disk,as set forth.

TOO

ITO

5. In a chart and apparatus of the class described, the combination of asteam-pump and air-compressor, a superimposed movable part representingthe valve of the steam pump, and asuperimposed coperating movable partrepresenting the pistons of the steam -pump and air-compressor, as setforth.

(l. In a chart and appar'atus'of the class described, the combination ofa chart embodying representations of an engineers brakevalve and apressure-gage, a disk oscillative on the representation of an engineersbrakevalve, a needle oscillative on the representation of apressure-gage and means operatively connecting said needle with saiddisk, substantially as set forth.

7. In a chartand apparatus of the class described, a supporting-plateand achart mounted on said plate and embodying representations of aduplex air-pressure gage, an engineers brake-valve and a quick-actiontriple valve; in combination with an oscillative needle C', anoscillative' disk A', slidable plates A5, B', B2, B2, B4, means forconverting oscillative movement of said disk into intermittentoscillative movement of said needle, means operated by said disk andadapted to push the plate A3 downward, means adapted to quickly retractsaid plate, means operated by said disk and adapted to push the slidesB'and B2inWard, means adapted to push the plate B3 downward and pull theplate B4 upward, and means adapted to simultaneously return the slidesB' and B2 and the plates B3 and B4 to their initial positions,substantially as set forth.

8. In an apparatus of the class described,

A the combination of a supporting-plate, slides B and B2 and plates B5and B4 slidable on said plate, a slide B5 connected to and slidable withthe plate B' and having a downwardly-extending lug, a bell-crank leverH12 adapted to be engaged by the lug on the slide B9, means forreciprocating the slide B5, a lever H14 in operative relationl to thebellcrank lever H12 and engaging with `a pin on the plate B2, a leverH15 engaging with a pin onthe plate H4, a rod connecting the levers H12and H15, and a spring acting oppositely7 against the pins on the platesB3 and B4, all coperating, substantially as shown and described. 4

9. In an apparatus of the class described, the combination of asupporting-plate, a slide B' and a plate B2 slidable on thesupportingplate, a slide Bs connected to and slidable With the slide B',means for reciprocating the slide B5, a notched latch H13 engaging witha pin on the plat-e B2, and a spring acting against said latch, as setforth.

lO. In an apparatus of the class described, the combination of a supporting-plate, a disk mounted to oscillate on said plate, a slottedplate connected to and oscillating with said disk, a needle mounted tooscillate on the supportingplate, a cogpinion connected With saidneedle, a bell-crank lever operated by said slotted plate and a rodconnected with said bell-crank and having a rack meshing with saidcog-pinion, as set forth.

1l. In an apparatus of the class described, the combination of asupporting-plate, a disk and a slotted plate connected together andoscillative on the su pporting-plate, a forked bell-crank leveroscillative on the su pportingplate, means operatively connecting saidbellcrank lever With Said disk, a plate A3 slidable onthe'supporting-plate, a lever H19 engaging with a` pin on the plate A5,a spring acting against the lever H19, and a rod H18 connected with theforked bell-crank lever and engaging with the lever H19, as Set forth.

l2. In an apparatus of the class described, the combination ofasupporting-plate, a disk and a needle mounted to oscillate on saidplate, a slide B' and plates A9, B2, B2 and B4 slidable on saidsupporting-plate, aslotted plate oscillative with said disk, abell-crank H25 operated by said slotted plate, a rod H27 connected withthe bell-crank H25 and having a rack, a cog-pinion connected with saidneedle and meshing with the rack on the rod H25, a forked bell-crankoperated by said disk, a secondary bell-crank, a rod connecting saidsecondary bell-crank with said forked bellcrank, a slide B5 adapted toengage with a bell-crank and connected with the slide B', a leverconnected with the slide B9, a rod connecting said last-named lever withthe secondary bell-crank, a spring acting against the slide B2, abell-crank H12 engaged by the slide B9, a secondary lever H14 engaged by'the bell-crank H12 and engaging with a pin on the plate B2, a lever H15engaging with a pin on the plate B4, a rod connecting the levers H14 andH15, a spring acting against pins on the plates B3 and B4 to move saidplates oppositely, a latch H13 engaging with a pin on the plate B2 and aspring acting against said latch, all coperating substantially as shownand described and for the purpose stated.

13. In an apparatus of the class described, the combination in operativerelation of the IOC ITO

parts hereinafter specified, viz., a supportin g-plate, an oscillativedisk A', an oscillative needle C', a slotted plate H24, a bell-crank arod H27 having a rack, a pinion C4 driv`l by the rack on the rod H27, aforked balicrank H25, a roulette @L21 connected with the disk A' andWorking in the fork of the bellcrank H29, a slidable plate A2, a leverH19 adapted to move the plate A2, a spring acting against the lever H19,a rod H18 connected With the bell-crank H25 and adapted to throw thelever H19, a bell-crank H29, `a lever H9, a rod H7 connecting thebell-cranks H23 and H26, a rod connecting the lever H9 with thebellcrank H25, a slide B8 operated by the lever H9, a spring actingagainst the slide B8, plates B', B2, B3 and B4 slidable on thesupporting-plate and having pins, a latch H13 engaging With the pin onthe plate B2, a spring acting against said latch, a bell-crank H12engaged by the slide B8, a secondary lever H14 acted against bythebell-crank H12 and engaging seribedournames,atSp1ingeld,I1linois, thiswith a pin on the plate B3, a lever H15 acting 25th day of December,1899.

against the pin on the plate B4, a rod eon- PETER LOFY. meeting thelevers H14 and H15, a spring act- HARRY C. ETTINGER. 5 ing oppositelyagainst the pins on the plates Witnesses:

B3 and B4, substantially as set forth. FRANK HUDSON,

In Witness whereof We have hereunto sub- N. DU BOIS,

It is hereby certified that in Letters Patent No. 668,236, grantedDecember 4, 1900, upon the application of Peter Lofy and Harry C.Ettinger, of Springfield, Illinois, for an improvement inAir-Brake-Instruetion Charts and Apparatus, errors appear in the printedspeeieation requiring correction, as follows: On page 3, lines 43 and44, the word or should be inserted before the words to restore page 4,line 20, the reference-letters d, all should read al1 al page 5, line38, the reference-letter b3 should read B3, and saine page, line 90, thereference-letter h? should read H7 and that the said Letters Patentshould be read With these corrections therein that the same may conformto the record of the case in the Patent Oiee.

Signed, eountersigued, and sealed this 5th .day of February, A. D.,1901.

F. L. CAMPBELL, Assistant Secretary of he Interior.

[sehn] Cou'ntersigned C. H. DUELL,

Commissioner of Patents.

